EP0972927A2 - Système et méthode de purification de gaz d'échappement d'un moteur à combustion interne - Google Patents

Système et méthode de purification de gaz d'échappement d'un moteur à combustion interne Download PDF

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Publication number
EP0972927A2
EP0972927A2 EP99108366A EP99108366A EP0972927A2 EP 0972927 A2 EP0972927 A2 EP 0972927A2 EP 99108366 A EP99108366 A EP 99108366A EP 99108366 A EP99108366 A EP 99108366A EP 0972927 A2 EP0972927 A2 EP 0972927A2
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European Patent Office
Prior art keywords
nox
catalyst
rich
nox catalyst
ratio
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EP99108366A
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German (de)
English (en)
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EP0972927A3 (fr
EP0972927B1 (fr
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Yukihiro Yamashita
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Denso Corp
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Denso Corp
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Priority claimed from JP20357598A external-priority patent/JP4055256B2/ja
Priority claimed from JP20357498A external-priority patent/JP4186259B2/ja
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Publication of EP0972927A3 publication Critical patent/EP0972927A3/fr
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
    • F01N3/0842—Nitrogen oxides
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/0275—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a NOx trap or adsorbent
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/0275—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a NOx trap or adsorbent
    • F02D41/028—Desulfurisation of NOx traps or adsorbent
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1439—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the position of the sensor
    • F02D41/1441—Plural sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1446—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2550/00—Monitoring or diagnosing the deterioration of exhaust systems
    • F01N2550/03—Monitoring or diagnosing the deterioration of exhaust systems of sorbing activity of adsorbents or absorbents
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2570/00—Exhaust treating apparatus eliminating, absorbing or adsorbing specific elements or compounds
    • F01N2570/04—Sulfur or sulfur oxides
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder

Definitions

  • the present invention relates to an exhaust purification system and method for an internal combustion engine, which is applied to an air-fuel ratio control system of an internal combustion engine for performing a lean combustion at a lean air-fuel ratio, and has a NOx occluding and reducing catalyst for purifying nitrogen oxides (NOx) in exhaust gases emitted at the time of the lean combustion.
  • NOx nitrogen oxides
  • JP-A No. 10-54274 when the sulfur adsorption amount exceeds a predetermined amount, the air-fuel ratio is controlled to the rich air-fuel ratio side and a heat generation of exhaust gases is increased.
  • lean misfire is caused for a predetermined period and the air-fuel ratio is controlled to the rich side after the misfire.
  • unburned components are discharged to the NOx catalyst and burnt in the catalyst, thereby increasing the temperature of the catalyst.
  • the air-fuel ratio is controlled to the rich side and the ignition timing is retarded, thereby increasing the temperature of exhaust gases.
  • the exhaust purification system of the publication has, however, the following problems. More specifically, when the lean misfire is forcefully caused, unexpected torque fluctuations occur and the drivability is lessened with the torque fluctuations. Further, it is likely that unburned components such as HC and CO are discharged into the atmosphere in association with the misfire. In case of retarding the ignition timing, it is necessary to increase the intake air volume in order to assure an output torque. The exhaust gas amount increases in association with it, so that it is likely that a total amount of harmful components such as HC, CO, and NOx increases.
  • the invention has been achieved to solve the above problems, and its object is to provide an exhaust purification system and method for an internal combustion engine, which can discharge sulfur adsorbed on a catalyst while avoiding disadvantages such as torque fluctuations and increase in exhaust emission.
  • an air-fuel ratio control parameter for controlling the air-fuel ratio to be alternately lean and rich and for increasing the temperature of a NOx catalyst is set variably, when NOx occlusion amount that the NOx catalyst can occlude becomes smaller than a predetermined value.
  • the NOx catalyst is regenerated by controlling the air-fuel ratio to the stoichiometric ratio or the rich side after completion of the temperature increasing processing.
  • the catalyst temperature may be increased by increasing the proportion of the rich combustion control to the lean combustion control, by decreasing the time ratio (lean time/rich time) between lean combustion control and rich combustion control, or by increasing the degree of richness at the time of the rich combustion control.
  • deterioration of the NOx catalyst is detected further.
  • the catalyst is regenerated by controlling continuously the air-fuel ratio to a stoichiometric ratio or a richer air-fuel ratio instead of alternate lean and rich combustion control.
  • the catalyst regeneration is limited to only when the catalyst deteriorates, so that influences on other controls such as frequent interruption in an air-fuel ratio lean combustion control can be minimized.
  • the catalyst deterioration may be detected in other ways, and such deterioration detection may be used independently of the catalyst regenerating operation.
  • a target air-fuel ratio of mixture supplied to an internal combustion engine is set to the lean air-fuel ratio side with respect to the stoichiometric air-fuel ratio, and a lean combustion is performed on the basis of the target air-fuel ratio. That is, a lean combustion control is executed.
  • a NOx occluding and reducing catalyst NOx catalyst
  • a limit current type air-fuel ratio sensor A/F sensor
  • O 2 sensor oxygen sensor
  • an internal combustion engine is in the form of a four-cylinder four-cycle spark ignition type.
  • Intake air passes from the upstream through an air cleaner 2, an intake pipe 3, a throttle valve 4, a surge tank 5, and an intake manifold 6 and is mixed with fuel injected from fuel injection valves 7 of respective cylinders in the intake manifold 6.
  • the mixture is supplied at a predetermined air-fuel ratio to the respective cylinders.
  • a high voltage supplied from an ignition circuit 9 is distributed via a distributor 10 to a spark plug 8 provided for each cylinder in the engine 1 and the spark plug 8 ignites the mixture of each cylinder at a predetermined timing.
  • Exhaust gas discharged from each cylinder after the mixture is burned passes through an exhaust manifold 11, an exhaust pipe 12, and a NOx catalyst 14 provided in the exhaust pipe 12 and is discharged into the atmosphere.
  • the NOx catalyst 14 occludes NOx maily during a combustion of lean air-fuel mixture, reduces the occluded NOx with rich components (CO, HC and the like) during a combustion of rich air-fuel ratio mixture, and discharges the resultant gas.
  • the intake pipe 3 is provided with an intake temperature sensor 21 and an intake pressure sensor 22.
  • the intake temperature sensor 21 senses temperature of intake air (intake air temperature Tam)
  • the intake pressure sensor 22 senses vacuum pressure in the intake pipe (intake air pressure PM) downstream of the throttle valve 4.
  • the throttle valve 4 is provided with a throttle sensor 23 for sensing opening angle of the throttle valve 4 (throttle opening angle TH).
  • the throttle sensor 23 generates an analog signal according to the throttle opening angle TH.
  • the throttle sensor 23 has therein an idle switch and generates a detection signal indicating that the throttle valve 4 is generally closed.
  • a cylinder block of the engine 1 is provided with a coolant temperature sensor 24.
  • the coolant temperature sensor 24 senses temperature of coolant water (coolant water temperature Thw) circulating in the engine 1.
  • the distributor 10 is provided with a rotational speed sensor 25 for sensing rotational speed of the engine 1 (engine rotational speed Ne).
  • the rotational speed sensor 25 generates 24 pulse signals at equal intervals every two rotations of the engine 1, that is, every 720° CA.
  • the limit current type A/F sensor 26 is arranged at the upstream side of the NOx catalyst 24 in the exhaust pipe.
  • the sensor 16 generates a wide-area linear air-fuel ratio signal in proportional to the oxygen concentration in exhaust gases discharged from the engine 1 (or CO concentration of unburned gasses).
  • the O 2 sensor 27 is arranged at the downstream side of the NOx catalyst 14 of the exhaust pipe 12.
  • the sensor 27 generates an electromotive force signal (VOX2), which varies depending on whether the air-fuel ratio of the exhaust gas is rich or lean.
  • the ECU 30 is constructed as a logical operating unit whose main components are a CPU 31, a ROM 32, a RAM 33, a backup RAM 34 and the like, and are connected to an input port 35 for receiving detection signals from the sensors and an output port 36 for outputting control signals to the actuators and the like via a bus 37.
  • the ECU 30 receives detection signals (intake air temperature Tam, intake air pressure PM, throttle opening angle TH, coolant temperature Thw, engine speed Ne, air-fuel ratio signal, and the like) from the various sensors via the input port 35.
  • the ECU 30 generates control signals such as a fuel injection amount TAU and an ignition timing Ig on the basis of the detection values and outputs the control signals to the fuel injection valve 7, the ignition circuit 9, and the like via the output port 36.
  • the CPU 31 executes a fuel injection control routine shown in Fig. 2. This routine is executed at every fuel injection of each cylinder (every 180 °CA).
  • the CPU 31 When the routine of Fig. 2 starts, first at step 101, the CPU 31 reads detection results of the sensors (engine speed Ne, intake air pressure PM, coolant temperature Thw, and the like) representing the engine operating state and, at step 102, calculates a basic injection amount Tp according to the engine speed Ne and the intake air pressure PM on each occasion by using a basic injection map preliminarily stored in the ROM 32. The CPU 31 also sets at step 200 a target air-fuel ratio AFTG based on a routine shown in Fig. 3, which is described later.
  • the CPU 31 sets the air- fuel ratio correction factor FAF on the basis of a deviation between an actual air-fuel ratio AF (measurement value of the sensor) and the target air-fuel ratio AFTG.
  • the air-fuel ratio F/B control is executed based on the advanced control theory. For instance, the FAF value is set based on the known processing, which is disclosed in JP-A 1-110853, etc.
  • the F/B conditions are satisfied when the coolant temperature Tw is above a predetermined temperature, the engine 1 is neither at high speed nor at high load, the A/F sensor 26 is in activated state and the like.
  • the target air-fuel ratio AFTG setting routine (processing at step 200) will be described with reference to the flow diagram shown in Fig. 3.
  • the target air-fuel ratio AFTG is properly set so that a rich combustion is carried out temporarily during the execution of the lean combustion.
  • a lean time TL and a rich time TR are set to a predetermined ratio on the basis of a value of a period counter PC calculated at every fuel injection.
  • the lean combustion and the rich combustion are alternately performed according to the time TL and TR.
  • the lean time TL and the rich time TR correspond to the number of fuel injection times at the lean air-fuel ratio and the number of fuel injection times at the rich air-fuel ratio, respectively. Basically, those are set so that the higher the engine speed Ne or the intake pressure PM is, the longer the time is.
  • the rich time TR is determined by a map retrieval based on the relation of Fig. 4.
  • the coefficient ⁇ can be also variably set according to the engine operating conditions such as engine speed Ne and intake air pressure PM.
  • the CPU 31 increments the period counter PC by "1" at step 203.
  • step 204 whether or not the value of the period counter PC has reached a value corresponding to the lean time TL is determined.
  • the CPU 31 advances to step 205 and sets the target air-fuel ratio AFTG as a lean control value based on the engine speed Ne and the intake pressure PM at that time. After setting the AFTG value, the CPU 31 ends this routine and returns to the original routine of Fig. 2.
  • the AFTG value is determined, for instance, by a data retrieval from the target air-fuel ratio map shown in Fig. 5.
  • the air-fuel ratio is controlled to the lean side by the AFTG value set at step 205.
  • the CPU 31 advances to step 206 and sets the target air-fuel ratio AFTG as a rich control value.
  • the AFTG value may be a fixed value within the rich area, or may be set variably by the map data retrieval based on the engine speed Ne or the intake pressure. In case of the map retrieval, the AFTG value is set so that the richness is increased as the engine speed or the intake pressure PM increases.
  • the CPU 31 determines at step 207 whether or not the value of the period counter PC has reached a value corresponding to the total value "TL + TR" of the lean time TL and the rich time TR.
  • the processing ends and returns to the original routine of Fig. 2.
  • the air-fuel ratio is controlled to be rich by the AFTG value set at step 206.
  • step 201 determines YES at the time of the next processing.
  • the lean time TL and the rich time TR are newly set.
  • the lean and rich air-fuel ratio controls are performed again on the basis of the lean time TL and rich time TR.
  • the air-fuel ratio is controlled to be lean and NOx in exhaust gases is occluded by the NOx catalyst 14.
  • the air-fuel ratio is controlled to be rich and NOx occluded by the NOx catalyst 14 is purified and discharged by unburned gas components (HC, CO) in the exhaust gases.
  • HC, CO unburned gas components
  • the "NOx purification amount" can be obtained as an actual rich gas amount required to purify NOx.
  • the difference between the rich gas inflow amount and a surplus gas amount is obtained by monitoring the air-fuel ratios downstream and upstream of the NOx catalyst at the time of the rich combustion.
  • the NOx purification amount is obtained from the difference between the rich gas inflow amount and the surplus gas amount.
  • a rich gas integrated value AFAD rich gas inflow amount
  • VOX2AD rear O 2 sensor output integrated value
  • VOX2 surplus gas amount
  • the "NOx inflow amount" can be obtained as a NOx amount supplied to the NOx catalyst 14.
  • the NOx integrated amount CNOXAD as a NOx inflow amount is calculated on the basis of the engine operating state (Ne, PM, and A/F) at the time of the lean combustion.
  • the calculation result of (AFAD - VOX2AD)/CNOXAD is used as the "NOx purification ratio" and the deterioration of the NOx catalyst 14 is sensed by using the NOx purification ratio as a deterioration determining parameter.
  • Fig. 7 shows the processing of estimating the NOx integrated value of the NOx catalyst 14.
  • Figs. 9 and 10 show the processing of sensing the catalyst deterioration.
  • the CPU 31 calculates the NOx integrated amount CNOXAD at step 303.
  • step 402 the CPU 31 calculates an output smoothed value VOX2SM from the rear O 2 sensor output VOX2 at step 404 by using the following equation.
  • VOX2SM (31/32)VOX2SM + (1/31)VOX2
  • step 402 the CPU 31 advances to step 405 and sets a predetermined value "KCCATDT" to the counter CCATDT. It is sufficient that the predetermined value "KCCATDT" is about three times as long as the rich time TR. When the predetermined value KCCATDT is set, NO is determined at step 401 from the next time on. The CPU 31 decrements the counter "CCATDT" by "1" at step 406 and then advances to step 500.
  • the CPU 31 calculates the rear O 2 sensor output integrated value VOX2AD in accordance with the routine of Fig. 11, which will be described hereinlater.
  • the CPU 31 calculates the rich gas integrated value AFAD in accordance with the routine of Fig. 12 which will be described hereinbelow.
  • step 407 in Fig. 10 determines whether the counter CCATDT is "0" or not. If CCATDT ⁇ 0, the CPU 31 ends the routine immediately.
  • the CPU 31 calculates the NOx purification ratio from the NOXCONV value by using the relation of Fig. 13 at step 409 and determines the degree of deterioration of the catalyst on the basis of the NOx purification ratio by using the relation of Fig. 14.
  • Fig. 14 the relation such that as the NOx purification ratio becomes higher, the catalyst deterioration degree becomes lower and, contrarily, as the NOx purification ratio becomes lower, the catalyst deterioration degree becomes higher is given. In this case, when the deterioration degree lies within a slashed line region of Fig. 14, occurrence of the deterioration is determined.
  • the CPU 31 sets "1" to the deterioration detection flag XCAT at step 411. Finally, the CPU 31 clears each of the values of CNOXAD, VOX2AD, and AFAD to "0" at step 412 and ends the routine.
  • the processing of calculating the rear O 2 sensor output integrated value VOX2AD (processing at step 500) will be described with reference to the flow diagram of Fig. 11.
  • the CPU 31 determines whether the absolute value of the O 2 output deviation VOX2DV is equal to or larger than 0.02V, that is, whether or not the rear O 2 sensor output VOX2 at that time has changed to the rich side more than "0.02V" from the O 2 output smoothed value VOX2SM measured at the time of the lean combustion.
  • the CPU 31 In case of
  • ⁇ 0.02V (YES at step 502), at step 503, the CPU 31 calculates a "VOX2DV1 value" from the product of the O 2 output deviation VOX2DV and the intake air amount QA ( VOX2DV1 VOX2DV ⁇ QA ). The intake air amount QA is calculated based on the engine speed Ne and the intake air pressure PM on each occasion.
  • the CPU 31 calculates the rear O 2 sensor output integrated value VOX2AD at step 504, ends the routine, and returns to the original routine of Figs. 9 and 10.
  • the CPU 31 determines whether "AFDV > 0" or not, that is, whether the actual air-fuel ratio AF at that time is on the rich side relative to the air-fuel ratio standard AFSD or not.
  • the CPU 31 ends the routine immediately and returns to the original routine of Figs. 9 and 10.
  • the air-fuel ratio lean combustion control is executed and the O 2 output smoothed value VOX2SM is calculated from the rear O 2 sensor output VOX2 on each occasion (step 404 in Fig. 9).
  • the air-fuel ratio rich combustion control is started and the predetermined value KCCATDT is set to the counter CCATDT.
  • the NOx integrated amount CNOXAD is calculated in the period until the air-fuel ratio on the upstream side of the catalyst becomes rich (period by time t12) (the processing of Fig. 7).
  • the rich gas integrated value AFAD corresponding to a part S1 in the diagram and the rear O 2 sensor output integrated value VOX2AD corresponding to a part S2 in the diagram are calculated (steps 600 and 500 in Fig. 9).
  • the deterioration determination value NOXCONV is calculated from the CNOXAD value, the AFAD value, and the VOX2AD value and the deterioration detection is carried out according to the NOXCONV value (steps 408 and 409 in Fig. 10).
  • the O 2 output smoothed value VOX2SM is calculated again.
  • the NOx occluding power of the catalyst 14 decreases and occurrence of the deterioration is detected in the processing of Figs. 9 and 10.
  • the rich components HC, CO
  • sulfate BaSO4 formed by sulfur poisoning is purified, and sulfur is discharged.
  • a catalyst regenerating processing is executed, for example, in one second cycle by the CPU 31 as shown in Fig. 16.
  • the CPU 31 determines whether "1" is set in the deterioration detection flag XCAT or not.
  • the CPU 31 regards that the catalyst regenerating processing is necessary, advances to step 702, and determines whether the regenerating processing flag XSRET indicating that the catalyst regenerating processing is being executed is "1" or not.
  • XSRET 0
  • the CPU 31 executes steps 703 and 704 and then advances to step 705.
  • XSRET 1
  • the CPU 31 jumps to step 705.
  • the CPU 31 sets a predetermined value "KCSRET" to the counter CSRET at step 703 and sets "1" to the regenerating processing flag XSRET at step 704. It is sufficient that the predetermined value KCSRET is, for example, about 1 minute.
  • the CPU 31 decrements the counter CSRET by "1" at step 705 and determines whether the counter CSRET is "0" or not at step 706. If CSRET ⁇ 0, the CPU 31 set the time ratio between the lean time and the rich time to "5 : 1" at step 707. In this case, by changing the time ratio between the lean time and the rich time from the normal ratio of "50 : 1" to "5 : 1", the ratio of the rich combustion is increased and the temperature of the NOx catalyst 14 gradually increases.
  • the "lean time/rich time” and the rise width of the catalyst temperature have the relation of Fig. 18.
  • the lean time/rich time is set to "5", temperature rise to about 90°C is expected. It will be understood from Fig. 18 that the rise width of the catalyst temperature increases by increasing the proportion of the rich time.
  • the CPU 31 advances to step 711 and clears both the regenerating processing flag XSRET and the counter CSRICH to "0". That is, it is regarded the series of the catalyst regenerating processing has been completed and the normal air-fuel ratio control in which the time ratio between the lean time and the rich time is set to "50 : 1" is restarted when the regenerating processing flag XSRET is cleared.
  • step 701 the CPU 31 proceeds to step 712, clears each of XSRET, CSRET, and CSRICH to "0", and ends the routine.
  • the control takes precedence over the air-fuel ratio control based on the processing of Fig. 3. For example, in the period during which "1" is set to the regenerating processing flag XSRET, a target air-fuel ratio AFTG set in Fig. 3 is invalidated and the air-fuel ratio is controlled in accordance with the processing at steps 707 and 710 in Fig. 16.
  • the processing of Fig. 17 are performed. That is, at step 801, the CPU 31 determines whether the catalyst deterioration detecting processing shown in Figs. 9 and 10 has been performed after the regenerating processing or not. The CPU 31 determines whether a malfunction occurrence flag XSDGLMP is "0" or not at step 802. The CPU 31 determines whether the deterioration detection flag XCAT is "1" or not at step 803.
  • the CPU 31 advances to step 804.
  • the CPU 31 turns on the MIL (malfunction indicator light) to warn the driver of occurrence of a malfunction at step 804 and sets "1" to the malfunction occurrence flag XSDGLMP at step 805.
  • MIL malfunction indicator light
  • the catalyst 14 is regarded as un-regenerable and occurrence of a malfunction is determined finally.
  • a normal lean/rich combustion control is executed.
  • the lean combustion control and the rich combustion control are repeatedly executed at the time ratio of, for instance, "50 : 1".
  • the processing for detecting the deterioration of the NOx catalyst 14 is executed on the basis of the NOx purification ratio on each occasion.
  • the catalyst deterioration detecting processing of Figs. 9 and 10 is newly executed and whether the NOx occluding power of the NOx catalyst 14 has recovered or not is determined.
  • the NOx occluding power has recovered by this time, the deterioration detection flag XCAT is cleared to "0" as shown in the diagram.
  • the deterioration detection flag XCAT is held at "1".
  • step 707 in Fig. 16 corresponds to temperature increasing means described in claims and step 710 corresponds to catalyst regenerating means.
  • the processing of Figs. 9 and 10 correspond to deterioration detecting means.
  • the proportion of the rich combustion to the lean combustion is increased to allow the catalyst temperature to rise.
  • the lean misfire and retardation in the ignition timing are not forcefully performed, so that unexpected torque fluctuations and deterioration in emission are not caused.
  • sulfur adsorbed on the NOx catalyst 14 can be properly discharged while avoiding the conventional disadvantages.
  • NOx can be properly purified by the catalyst 14 and the exhaust emission can be kept in a good condition.
  • the NOx occluding power of the NOx catalyst 14 is checked. If the NOx occluding power has not recovered yet, a malfunction of the catalyst is determined. For example, when the NOx catalyst is subjected to high heat and heat deteriorated, even if the regenerating processing is performed, the NOx occluding power does not recover. In such a case, therefore, the occurrence of the malfunction is determined and warned to urge parts replacement or the like.
  • the NOx occluding power can be accurately determined while reflecting how rich exhaust gases supplied to the NOx catalyst 14 become or how high the rich degree becomes. The deterioration of the NOx catalyst 14 can be therefore accurately detected.
  • the first embodiment of the invention can be modified as follows.
  • the NOx occluding power of the NOx catalyst 14 is estimated based on the rear O 2 sensor output VOX2 (output of the O 2 sensor 27 downstream of the catalyst) at the time of the rich combustion and the degree of the catalyst deterioration is detected from the NOx occluding power. More specifically, the NOx occluding power of the NOx catalyst 14 is estimated on the basis of the peak value of the rear O 2 sensor output VOX2, time integrated value (area), or locus. That is, as shown in Fig.
  • the catalyst deterioration becomes worse at about the same speed with elapse of time. It is therefore regarded that the NOx occluding power is purified at a time point when a predetermined time has elapsed or the vehicle travels a predetermined distance and the catalyst regenerating processing is performed.
  • Whether or not there is a change in the degree of the catalyst deterioration (NOx occluding power) between before and after the regenerating processing is determined.
  • the catalyst deterioration degree is decreased, since there is the possibility of regeneration, re-execution of the regenerating processing is permitted. If the catalyst deterioration degree has not changed, it is regarded that there is no possibility of regeneration and the occurrence of a malfunction is determined finally (the regenerating processing is not continued). In this case, the catalyst regenerating processing which is more reliable can be implemented.
  • the processing of Fig. 21 are executed. The processing of Fig. 21 are obtained by changing a part of the processing of Fig. 17 and only different points from Fig. 17 will be described hereinbelow.
  • the CPU 31 determines whether the degree of the catalyst deterioration has decreased or not on the basis of values of the deterioration degree stored before and after the regenerating processing. When the degree of catalyst deterioration has not decreased, occurrence of a malfunction is determined (steps 804 and 805). If the degree of catalyst deterioration has decreased, the CPU 31 advances to step 902 and re-executes the catalyst regenerating processing (processing of Fig. 16).
  • the degree of richness at the time of the rich combustion control is also possible to use the degree of richness at the time of the rich combustion control as the air-fuel ratio control parameter and increase the degree of richness to thereby increase the catalyst temperature.
  • the catalyst temperature can be also increased by using both parameters of the time ratio between the lean time and the rich time and the degree of richness. In short, as long as the catalyst temperature can be increased by variably setting the ratio between the lean combustion and the rich combustion, any construction can be employed. In any of the cases, a desired catalyst temperature increasing action can be obtained while avoiding the unexpected torque fluctuations and deterioration of the emission as described above.
  • the catalyst deterioration detection is implemented as shown in Fig. 22.
  • the CPU 31 determines whether requirements for executing the deterioration detection are satisfied or not.
  • the requirements for executing the deterioration detection include that the rich time is shorter than a predetermined time. For example, in the state of Fig. 20, since the peak value of the rear O 2 sensor output VOX2 can be determined, the requirements are satisfied. In the state of Fig. 24, since the peak value of the rear O 2 sensor output VOX2 cannot be determined, the requirements are not satisfied. Requirements for execution as listed below may be also included.
  • step 2302. When the above execution requirements are satisfied, the CPU 31 advances to step 2302. When they are not met, the routine is finished once immediately.
  • the CPU 31 determines that it is the start timing of the rich combustion control (YES) at step 2303 and the predetermined value KCCATDT is set at time t2. If NO at step 2303, the CPU 31 ends the routine immediately.
  • the CPU 31 determines as NO at step 2302 from the next time on.
  • the CPU 31 decrements the counter by "1" at step 2305 and proceeds to step 2306.
  • the CPU 31 determines whether the counter CCATDT indicates "0" or not at step 2306. IF CCATDT ⁇ 0, the CPU 31 advances to step 2307 and determines whether the rear O 2 sensor output VOX2 is larger than the value Vmax which is the maximum until the previous time. If VOX2 > Vmax, the CPU 31 advances to step 2308 and updates the maximum value Vmax to the rear O 2 sensor output VOX2 at that time. If VOX2 ⁇ Vmax, the CPU 31 ends the routine immediately. That is, by repeatedly executing steps 2307 and 2308, the peak value of the rear O 2 sensor output VOX2 can be obtained.
  • step 2306 the CPU 31 advances to step 2309 and estimates the NOx occlusion amount of the NOx catalyst 14 on the basis of the calculated maximum value Vmax (rear O 2 sensor output peak value) of the rear O 2 sensor output. At this time, it is estimated in such a manner that the larger the rear O 2 sensor output maximum value Vmax is, the smaller the NOx occlusion amount is.
  • the CPU 31 determines the degree of deterioration of the NOx catalyst 14 on the basis of the estimated NOx occlusion amount by using the relation of Fig. 23.
  • Fig. 23 shows the relation such that as the estimated NOx occlusion amount increases (as the rear O 2 sensor output peak value decreases), the catalyst deterioration degree becomes lower and, on the contrary, as the NOx occlusion amount decreases (as the rear O 2 sensor output peak value increases), the catalyst deterioration degree becomes higher. In this case, in the slashed line region of Fig. 23, the occurrence of deterioration is determined.
  • the CPU 31 When the occurrence of deterioration is determined at step 2310, the CPU 31 turns on the MIL (malfunction indicator light) at step 2311 to warn the driver of the occurrence of a malfunction and executes the regenerating processing for recovering the NOx occlusion power. Finally, the CPU 31 clears the maximum value Vmax of the rear O 2 sensor output to "0" at step 2312 and ends the routine.
  • MIL malfunction indicator light
  • a processing for resolving the sulfur poisoning which is the main cause of the catalyst deterioration is carried out. Since the regenerating processing is not the gist of the case, its detailed description is omitted, but the outline will be described briefly.
  • the NOx catalyst 14 When the rich components (HC, CO) are supplied to the NOx catalyst 14 in a state where the temperature of the catalyst 14 is high, sulfate BaSO 4 formed by the sulfur poisoning is purified and sulfur is discharged. Thus, the NOx catalyst 14 is regenerated.
  • the catalyst 14 When the deterioration state of the NOx catalyst 14 is continuously detected irrespective of the catalyst regenerating processing, it is regarded that the catalyst 14 is in an un-regenerable state and the occurrence of a malfunction is determined finally.
  • the lean combustion control after that is inhibited and, for example, the stoichiometric ratio control at the air-fuel ratio ⁇ 1 is executed.
  • the MIL can be turned on.
  • the NOx occlusion power of the NOx catalyst 14 is estimated on the basis of the peak value of the rear O 2 sensor output VOX2 at the time of the rich combustion and the deterioration of the catalyst 14 is detected based on the estimated NOx occlusion power.
  • the NOx occlusion power can be precisely determined while reflecting how rich the exhaust gases supplied to the NOx catalyst 14 become or how high the degree of richness becomes. In this case, even if a very small amount of rich components flows to the downstream of the catalyst and the sensor output value changes to the rich side before the occluded NOx is purified as the air-fuel ratio becomes rich, proper sensor output information according to the state of the catalyst deterioration on each occasion can be obtained. As a result, the deterioration of the NOx catalyst 14 can be accurately detected.
  • the requirements for executing the deterioration detection are set and, for example, only when the rich time is shorter than a predetermined value, the NOx occluding power is estimated. In this case, by performing the deterioration detection only when the rich gas amount is smaller than the predetermined value, the reliability can be increased.
  • a three-way catalyst 15 functioning as a start catalyst is disposed upstream of the NOx catalyst 14. More specifically, the three-way catalyst 15 has a capacity smaller than that of the NOx catalyst 14, is activated at an early stage after low-temperature starting of the engine 1, and purifies harmful gases.
  • the A/F sensor 26 is disposed upstream of the three-way catalyst 15 and the O 2 sensor 27 is provided downstream of the NOx catalyst 14.
  • the upstream three-way catalyst 15 temporarily stores oxygen in exhaust gases at the time of the lean combustion.
  • the rich components (HC, CO) and the stored oxygen in the three-way catalyst 15 therefore react with each other at the time of the rich combustion.
  • the rich components are supplied to the NOx catalyst 14.
  • the oxygen storing power of the three-way catalyst 15 changes according to the degree of deterioration of the three-way catalyst 15. It is known that, for example, when the catalyst deterioration proceeds, the oxygen storing power is lessened.
  • the degree of deterioration of the three-way catalyst 15 is detected and the control at the rich air-fuel ratio is performed according to the degree of the catalyst deterioration.
  • the CPU 31 determines the rich combustion control amount in accordance with the catalyst deterioration degree on each occasion by using the relation of Fig. 26.
  • Fig. 26 when the catalyst deterioration degree is low, the oxygen storing power of the three-way catalyst 15 is high, so that a relatively large rich combustion control amount is set. That is, continuation time of the rich combustion control is set to be relatively long.
  • the catalyst deterioration degree is high, the oxygen storing power of the three-way catalyst 15 is low, so that a relatively small rich combustion control amount is set. That is, the continuation time of the rich combustion control is set to be relatively short.
  • the rich combustion control amount (rich time) is set according to the deterioration degree of the three-way catalyst 15 as mentioned above, a predetermined amount of rich gases can be always supplied to the NOx catalyst 14. Therefore, the deterioration of the catalyst 14 can be detected based on the rear O 2 sensor output VOX2. In this case, the degree of deterioration of the NOx catalyst 14 is detected in accordance with the peak value of the rear O 2 sensor output VOX2 at the time of the rich combustion by using the catalyst deterioration detecting processing of Figs. 9 and 10.
  • the CPU 31 executes a sub feedback control so that the rear O 2 sensor output VOX2 (output of the O 2 sensor 27 downstream of the catalyst) coincides with the target value and an integrated value of the deviation of the rear O 2 sensor output VOX2 is obtained.
  • the degree of deterioration of the three-way catalyst 15 is detected based on the integrated value of the VOX2 deviation. In this case, the smaller the integrated value of the VOX2 deviation is, the higher catalyst deterioration degree is detected.
  • Figs. 27A and 27B show changes of the air-fuel ratio and the like with respect to the case where the three-way catalyst 15 is new and the case where the catalyst 15 deteriorates.
  • continuation time of the rich combustion control is set based on the degree of deterioration of the three-way catalyst 15 at that time and the rich combustion control is started according to the continuation time.
  • the air-fuel ratio upstream of the three-way catalyst 15 immediately shifts to the rich side relative to the stoichiometric ratio
  • the oxygen stored at the time of the lean combustion control exists in the three-way catalyst 15, so that the stored oxygen and the rich components (HC, CO, and the like) in the exhaust gases react with each other and the air-fuel ratio downstream of the three-way catalyst 15 is held once at the stoichiometric ratio.
  • the air-fuel ratio downstream of the three-way catalyst 15 shifts to the rich side (time t23).
  • the rich components are supplied to the side of NOx catalyst 14, so that NOx occluded in the catalyst 14 is purified and discharged.
  • the lean combustion control is re-started, the air-fuel ratio downstream of the three-way catalyst 15 is held at the stoichiometric ratio only for a predetermined period (time t25 to t26) during which the lean components in the exhaust gases supplied from the upstream side and the rich components stored in the catalyst 15 react with each other, and then the air-fuel ratio returns to the lean combustion control value.
  • the rich time is controlled according to the degree of deterioration of the three-way catalyst 15. Consequently, at the time of the rich combustion control, irrespective of the presence or absence of the deterioration of the three-way catalyst 15, a necessary amount of rich gases is always supplied and the rich gas amount downstream of the NOx catalyst 14 can be regulated at a value by which the deterioration of the catalyst can be detected.
  • the three-way catalyst 15 is provided upstream of the NOx catalyst 14 in the third embodiment, in a manner similar to the foregoing embodiments, the deterioration of the NOx catalyst 14 can be also accurately detected.
  • the distance between the engine 1 and the sensor 26 is shortened and the response time from the air-fuel ratio changed to the sensor output change is shortened. Consequently, the sensor accuracy at the time of transient operation can be increased.
  • the three-way catalyst 15 as a start catalyst is provided upstream of the NOx catalyst 14 and the air-fuel ratio control system is constructed as shown in Fig. 28.
  • the difference of Fig. 28 from Fig. 25 is that the A/F sensor 26 is provided downstream of the three-way catalyst 15 (between the catalysts 14 and 15) in Fig. 28.
  • the degree of deterioration of the catalyst 14 is detected on the basis of the NOx purification ratio of the NOx catalyst 14. That is, the NOx integrated amount CNOXAD flowing in the NOx catalyst 14 is calculated according to the processing of Fig. 7. In accordance with the processing of Figs. 9 and 10, the actual rich gas amount (rich gas integrated value AFAD - rear O 2 sensor output integrated value VOX2AD) required to purify NOx in the NOx catalyst 14 is calculated and the degree of deterioration of the NOx catalyst 14 is detected according to the NOx purification ratio which is obtained by "AFAD - VOX2AD/CNOXAD".
  • the catalyst deterioration can be detected without regulating the rich gas amount flowing in the NOx catalyst 14 to a predetermined value. Consequently, the processing for detecting the deterioration of the three-way catalyst 15 and regulating the rich combustion control amount in accordance with the result of the detection as described in the third embodiment is unnecessary.
  • the NOx purification ratio can be accurately obtained from the actual rich gas amount required to purify NOx and the NOx inflow amount at the time of the lean combustion. That is, without being influenced by the degree of deterioration of the three-way catalyst 15, the deterioration of the NOx catalyst 14 can be accurately detected.
  • the three-way catalyst 15 having the oxygen storing power is disposed upstream of the NOx catalyst 14 in the third and fourth embodiments, in the fifth embodiment, the three-way catalyst is changed to a catalyst having no oxygen storing power or a low oxygen storing power.
  • the three-way catalyst is constructed by carrying only a noble metal (platinum Pt) having no oxygen storing power on a carrier. Specifically, a catalyst layer in which only platinum Pt is deposited on the surface of porous alumina Al 2 O 3 is coated on a carrier made of stainless steel or ceramics such as cordierite.
  • the oxygen stored in the three-way catalyst 15 and the rich components (HC, CO) in the exhaust gases do not react with each other, so that the rich component supply amount to the downstream side does not decrease by an amount corresponding to the reaction.
  • the movements of the air-fuel ratios upstream and downstream of the three-way catalyst 15 almost coincide with each other.
  • the processing for variably setting the rich combustion control amount according to the degree of deterioration of the three-way catalyst 15 becomes unnecessary.
  • the methods of detecting the deterioration of the NOx catalyst 14 according to Fig. 22 and Figs. 9 and 10 are applicable.
  • the construction can be changed.
  • the deterioration detection is executed in a predetermined time cycle and the lean time TL and the rich time TR are forcefully shortened when the deterioration detection is performed. That is, when the NOx occluding power is estimated and the catalyst deterioration is detected by the estimation value, the rich time or the degree of richness at the tune of the rich combustion is regulated to a predetermined value or smaller.
  • the rear O 2 sensor output VOX2 when the catalyst is not deteriorated and that when the catalyst deteriorates become clearly different, and as a result, very reliable catalyst deterioration detection can be implemented.
  • the NOx occluding power of the NOx catalyst 14 is estimated according to the peak value of the rear O 2 sensor output VOX2 and the deterioration of the catalyst 14 is detected on the basis of the NOx occluding power in the first embodiment, it can be changed as described in (1) and (2).
  • the O 2 sensor 27 is disposed downstream of the NOx catalyst 14 and the deterioration of the NOx catalyst 14 is detected by using an output of the sensor 27 (rear O 2 sensor output VOX2) in the foregoing embodiments.
  • the O 2 sensor 27 can be changed to a limit current type A/F sensor and the deterioration of the catalyst is detected by using the A/F sensor output as described in (A) and (B).
  • the outputs of the O 2 sensor and the A/F sensor 27 are used to be converted to physical quantities.
  • the output of the O 2 sensor is converted into an excess rich quantity (mol) and the deterioration of the NOx catalyst 14 is detected by using any of the data of the peak value of the excess rich amount, time integrated value (area), and locus.
  • the output of the A/F sensor is converted into the excess rich quantity (mol) by using the relation of Fig. 30 and the deterioration of the NOx catalyst 14 is detected by using any of the data of the peak value of the excess rich amount, time integrated value (area), and locus.
  • the method of detecting the deterioration of the three-way catalyst 15 in the third embodiment can be changed.
  • the method disclosed in JP-A No. 9-31612 by the applicant of the invention is applied.
  • an amount of gas components to be treated in the catalyst data reflecting an untreated gas component amount
  • the degree of deterioration of the three-way catalyst is detected based on the untreated gas component amount.
  • the catalyst deterioration can be detected with high precision while considering increase in the exhaust emission before activation of the catalyst.
  • the difference of the purification ratios depending on the difference of the degree of catalyst deterioration is large and the catalyst deterioration can be easily and accurately detected.
  • the following construction can be applied as the three-way catalyst 15 having a low oxygen storing power.
  • the disclosed catalyst deterioration detection may be used to separately from the catalyst temperature increasing operation and the catalyst regenerating operation.
  • a NOx catalyst (14) is attached to an engine exhaust pipe (12), an A/F sensor (26) is disposed upstream of the NOx catalyst (14), and an O 2 sensor (27) is disposed downstream of the NOx catalyst (14).
  • a CPU (31) in an ECU (30) executes a lean combustion control so that NOx in exhaust gases discharged at the time of the lean combustion is occluded by the NOx catalyst (14).
  • the CPU (31) further executes a rich combustion control temporarily, so that the occluded NOx to be discharged from the NOx catalyst (14).
  • the CPU (31) checks if the NOx catalyst (14) deteriorates.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP99108366A 1998-07-17 1999-04-28 Système et méthode de purification de gaz d'échappement d'un moteur à combustion interne Expired - Lifetime EP0972927B1 (fr)

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JP20357598A JP4055256B2 (ja) 1998-07-17 1998-07-17 内燃機関の排ガス浄化装置
JP20357498A JP4186259B2 (ja) 1998-07-17 1998-07-17 内燃機関の排ガス浄化装置
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EP0972927B1 (fr) 2006-09-06
DE69933091T2 (de) 2007-03-01
KR100362357B1 (ko) 2002-11-23
US6244046B1 (en) 2001-06-12
KR20000011279A (ko) 2000-02-25
DE69933091D1 (de) 2006-10-19

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